Controlling mechanism for electric vehicles.



i F. E.- QVUEENEY. i CONTROLUNG MECHANISM FOR ELECTRIC VEHICLES.

' ABPLlcATloN msn No'V. so. 1914.

Patented Oct. 3,1916.

, 2 SHEETS-#SHEET 1.

RN'VUwesses'.

lllllQlnl@ FRANK E. QUENEY, O-FNEW YORK, N. Y., ASSIGNOR- T GENERALVEHICLE COBNY INCORPDRATED, A C43333;ISQAC"lCBT` 01" NEW YORK CONTROLLNGMECHANISM FR ELECTRIC VEHCLES. i

Specification of'Lc-,ters Patent.

ententes eee. s,

Application led November 30, i. Serial No. 574,748.

To'aZZ fr0/tom 'may concern Be it known that I, FRANK E. QUnnNuY, acitizen of the United States, residing at New York, in the county ofQueens, State of New York, have invented certain new and usefulImprovements in Controlling ll'lecha msm for Electric Vehicles, of whichthe fol lowing is a specification. -Y

The present invention relates to electri cally driven motor vehicles,and particularly to those which are propelled by means of energy derivedfrom storage batteries or other source of power carried on the vehicle.

For controlling the operation of electric vehicles it is customary toprovide a controller for regulating'the application of energy to themotors, a running or cut-out switch for cutting ofi' the power from thecontroller, and a suitable brake or brakes fory braking the vehicle.

In connectionv with such vehicles great Waste of energy and damage rtothe vehicle, and ofrten serious accidents mayresult from carelessness orneglect on the part of the operator,for from curious persons 'orchildren tampering with the controllers and brakes. For example, ivhnthe car is running the operator may apply the brake while thecontrolleris still on, thus Wasting energy. 0r he may carelessly turn-on the controller to start the car after it has been standing 'with thebrake orbrakes on, Without first releas! ing them, thus permitting anexcessive current toow through the motors which places a great strain onthem and semetinies results in their burning out. Children, or evenolder persons tampering with the vehicle vWhen it is left standing may-accidentally start it going resulting 1n :its running away, 4 and often1n serious accidents. lOr they.-

-may, in tampering with it, leave it-with the controller partly orWhollyon4 and the opy.

erator,l overlookingV this,` may close the runn ning 'switch withoutfirstr'eturning the controller to neutra-l or olf position, which willresult in an excessive flow ol. current through the motors causing thecar to lungs?. forward with possibleinjuryfto botlrgitiland Vthe driver.I

The objecto'l' the present invention is to provide fan larrangen'ient*of l v l amongy the' controller, cutl'o'i'zt Witch,

brakingy mechanism of an "electric vehi' which will eifeetuallyguardffit'froin 'i proper operation and from injury "due t tion.

:interlocking carelessness or neglect on the part of the crater, and.which will positively prevent a person tampering' with the vehicle fromac* eidentally starting it in operation For aconsideration of what Ibelieve to be novel and my invention, attention is dirested to theaccompanying description and claims appended thereto.

n lieferung to the'drawings, Figure l is a sidel view of an electricvvehicle, partly in sectlomkivlth my improved interlocking ar rangementapplied thereto; Fig. 2 is a front View of the eut-out or runningswitch. and adjacent mechanism; Fig. 3 is a. perspective View, more orlss diagrammatic in nature, of the controller, running switch and brakeactuating means showing the interlocking arrangement and a partieldiagram oi the electrical connections; Fig. l is a diagrammaticillustration of the interlocking' arrangement between theeontroll'er andrun ning switch; Fig. 5 is a side view of tlre'running switch handle inplace on the vehicle, and Fig. 6 is asection Online G-6, Fig. `3.

lnl the drawing 10 indicates the body of o anelectricvehicle and l1 thedrivers Beneath vthe seat and extending longitudi nally thereof isainetallic casing' l2 withinv which is arranged the controller i3 andtherunning' or cut-out switch 14.. The conI s troller and the running or'ontout swbtcliA may be of any suitable structure `and they' arearranged in the circuits of the motor or motors .in any approved manner.vThe ar rangement is snovn more or less diagran'iu maticallyvin Fig. 3.Referring particularly to this gure,A the controller is shown ascoinprising a shaft l5 upon which is mounted a controller drum 16carrying suitable contact segments 17 for engagement with thecon`- 95tact fingers 18. There ,aretvvo sets oljcontact segments on the drum,one for 'forward operation and the other for reverse operas-m,

Only one set, the forward, is shown in the dravvingsbut the other set,which is ar-f M0 ranged on the opposite side oi the 'di-urn, will begenerally similar thereto. The new tral position ci the controller isbetween the two sets ofcontact segments as indicate?` on 'um in :ananti-clockwise direc.

control!er d l'tion willbring the orwnrd Contact segments intoengagement with the Contact lingers "and a movement in a. clockwisedirection willv bring the reverse Contact segments into enr controllerdrum for forward operation of thel vehicle, and a movement backward; z'.e.,

clockwise, turns the controller drum for reverse opeartion.- In thesimplified wiring diagram shown in Fig. 3, indicates the motor 'ormotors and 21 the source of energy.

y The circuit arrangement is obvious `from an and as its specificinspection of the drawing,

of controller used nature as well as .the type .is well known and formsno part of the present invention, further description is believed to beunnecessary.

`;` .The running or cut-out switch 14 is arranged in the circuitpreferably between the sourceofenergy 21, here shown as ay sto-ragebattery, and the controller as' shown. It

' comprises preferably a drum 22 mounted on 'shaft 23 and carryingsuitable contact segments 24 and 24 which engage contact lingers 25 and25. When the contact segments are out of engagement with the fingers thecircuit is open and the controller is rendered dead. The running switchalso performs the function-of a charging switch. In other words', it isa combined running and charging switch. To this end its drum 22 has twocontact segments 2 6 shown in dotted lineswhich, when the switch isturned to charging position, engage contact fingers 25 and 27. Thisconnects the storage battery to the charging plug 28 as will be readilyunderstood. 29 is a removable operating handle for the running switch.vIt has three positions, fopen, closed and charging and is arranged sothat it may be removed from the shaft 23 only when the switch is in.open. position. As shown in Fig. l, the

end of the switch shaft 23 projects through the casing 12 and terminatesina socket 30 having a vdepending lip 31 in which is a slot 32,extending axially, as shown in dotted lines in Fig. 5. The handle has afinger 33, the end of which takes behind the lip 31 when the handle isin place. When in open position this linger is opposite the slot andthehandle can then be removed. When in other than the open position, thefinger engages with the lip 31 and acts to prevent the removal of thehandle.

The vehicle is shown as being,r equipped with both emergency and servicebrakes. 34

(Fig. 1) indicates a brake drum and and.`

are interior and exterior braking mem b ers of usual structure andoperated through the brake rods 37 and 38. It will be understood thateach of the rear wheels will be incense provided with brakes, as isusual and that they will be operated Vthrough the same brake rods.Either one of these brakes may' be the emergency and the other theservice brake. ln the present instance the inner braking member 35 whichis of the shaft 40 thus turning the arm 39 in an antix clockwisedirection and pulling the brake rod 37 to apply the brake. The emergencybrake is provided with a brake-lock comprising a toothed segment 42fixed to the shaft l0 and a` pawl 43 fixed on a shaft 14. The end of thepawl is adapted to be forced into engagement ywith the teeth of thetoothed segment. It is to be noted that the emergency brake foot lever41, the toothed segment 42, and the arm 39, are each fixed to the shaftl0 and oscillate together. From one point of view the foot lever r-lland arm i359 comprise the two arms of a bell crank ever.

The outer braking member 4-6, which is 9 the service brake, and is ofthe foot type, has its brake rod 3S connected to one arm 45 of a bellcrank lever, the other arm lli of which forms the brake operating lever,in this instance also a foot lever. This bell crank lever is looselymounted on the shaft 40 adjacent the emergency brake foot lever 41. ltis mounted ou this shaft merelyas a matter of convenience, and since itis loose on the shaft its operation is wholly inde pendent of that ofthe emergency brake mechanism. The brakes are biased to off position bymeans of suitable springs47 and 4S as shown.

rThe parts so far described may be taken as typical of the controllingmechanism for an electric vehicle. Their operation is well understoodand needs no description.

will now describe the interconnecting mechanism among the variouscontrolling elements, which mechanism goes to make up my invention. Itmay be considered as made up of three parts-first, the intercom ncctionbetween the controller and the running or cut-out switch; second, theinterconnection between thel controller and the brakes; and third. theinterconnection between the running or cut-out switch and the brakelock. These three parts each have novel features in themselves whichwill be pointed out in the following description. They also allcooperate witl` each other in producing the results aimed at by theinvention.

The interconnection between the con- -in neutral position.

i that the movement open. Before it can be released the con-` trollermust be in neutral position'. The locking device is preferably @arrangedso of the controller from either forward or reverse position to neutralposition unlocks it. Inthe form illustrated the locking device comprisesan arml 49 mounted on the shaft 23 of therunning switch and movingtherewith. The outer `end of the arm has-an enlargedrectanglar head 50formed with a beveledface 51, best zou-'shown in Fig. 4. Located Ain thepath of movement of the enlarged :head 50 is a simi- .i lar head 52carried by an arm 53 which is fast on an oscillatory or intermediateshaft 54. The'head 52 has a beveled face 55 which is located opposite toand in the path of movement of the beveled face 51. This is best shownin Fig. 4. The enlarged heads 50 and 52 form the two engaging elementsof a locking device. ,The shaft 54 is arranged at substantially rightangles to the shaft 23,'and by oscillating it the lockingelement 52 maybe moved out of andinto the pathrof movement of the locking element l50.4The locking element 52 is biased to a position in the path of movementof the element by means of a suitable spring 56 fastened to an arm 57iiXed on the shaft 54. `When the running switch is turned from close'dto 'open position the beveled face 51 of locking element engages withthe beveled face of locking element 52 pushing it aside and passingbeyond it.- The spring fithen returns the locking element 52 back intothe `path of movement of locking element 50. QThis locks the s/witehopen and" it cannot vbeclosed until lockingele lment 52 is moved out ofthe path ofthe "ele-r ment 50 by nsome exterior means.

as the nerf/longer oppose eachother.

beveled faces Fig. 4,' the locking element 50 Referring to is shown inpies with reference to locking element 52,

lwhen the Vrunning switch-'is closed and the locking device operative;and in dotted lines 55 'at 50 and 501 in the vpositions it occupiesrelative thereto wheninopen position and vcharging position.

'vm-'Ilhe means for renderingthe locking del5 .and ,57:When thecontroller 1s in neutral posi` i L, im

vice ineffective when the controller is moved fiforileither forward orreverse position to neutral position, comprises a 'double faced pointedcam 58 vfixed to the controller shaft engaging with the end of lever arml the n.056 of the 'camwill press on arm 1er and 4the'jbra-kes comprisesan arrangelenlarged heads' roclsgare fastened bvmeans' of 'springs 65,

fullI lines in the positionit occu' fthe sleeves and the lever arm 60.

arm (il and te 'the controller are they will he in alinsmeet with 57 andhold locking element 52 out of the path of movement of locking element50. The running switch is then free to be closed. Movement of thecontroller in either direction from neutral position will release thearm 57 permitting the spring 56 to return the locking element 52 tooperative position. By this arrangement it will be clear that itis'impossible to close the running switch unless the controller is inneutral position, and on the other hand that the locking means doesnotinterfere with the normal operation ofthe controller.

The interconnection between the controh so ment whereby the controllerwill be moved from either forward orv reverse position to neutralposition whenever either brake is applied. And in the lopposite sense itprevents the controller from being moved to either forward or reverseposition so long as either brake is applied.; At the same time thearrangement isfsuch that when the brakes are released the opera-tion ofthe controller in either forward or reverse direction is'in no wayaffected, and when the controller is in neutral position the brakes areoperable wholly independently thereof.

Referring particularly to Fig. A3, 60 and 61 are the two arms of a bellcrank lever loosely pivoted on the shaft 44. rIhis is the same shaftwhich carries' the locking pawl 43. It should be borne in mind, hon everon it, while the pawl is fixed, the'onedoes not interfere with thekoperation of the other. So far asthe operation is concerned, they couldas well be on separa-te shafts. They are 'placed on the same shaft as a105 matter of simplicity of construction. The arm 60 has twoforks 32 and63 which engage with abutments G4: and 64a on the.

Thesev abutments are lin theyfo'rin of sleeves loosely mounted vl,3110on the rods and yieldingly held againstthe 65 into which the brake (SeeFig' 6)- The' Sleeves are'cut away'on the sides siibstantially'z'throughout their-115 length as shown'forming at one endy the shoulders67'and 68. The forks straddle' thecut awaypart, and are adapted to beengaged by the shoulders. This provides in substance a lost motionconnection betwjen 12o e other arm 6l of the bell crank lever ispivota-lly connected to one end of the rod 69., the other end offwhichis pivotallyr connected to the controllenpreferably through an arm 70fast on the controller shaft l5.' The pivotal points of connection ofthe rod 69 to the such that when lthe .controller is in neutral positionthe shaft l5 13% that since the bell crank lever is loose 100 and to oneside of the shaft. 44. This is best shown in Fig, .1. The controller ishere shown in neutral position and it will be seen that the shaft l5,the arm. 70, and the rod (39 are in vertical alinement, and that theshaft JA is to one side thereof. this arrangement, a movement of thecontlroller handle in either direction moves the bell crank lever(S0-,b1 in the same direction. That is, starting from the position ofrest shown in Fig. l, a. movement of the controller handle 19 eitherclockwise or anti-clockwise will move the bell crank 60, (Sianti-elockwiseit is due to this arrangement that a movement of eitherbrake lever to apply the brakes will move the oontroller to.n,eutralposition irrespective of whether it is in forward or reverse position.ln Fig. El the controller is shown as being in position for full speedahead and both brakes are necessarily released. The forks o2 .and lilarein engagement with the shoulders (1T and (3S respectively. lf now eitherbralwhe applied the shoulders will press on the forks, rocking,` thebell crank lever (3l). (31 in a clockwise direction and pulling thecontroller to neutral position. Were the controller in full reverseposition, the connecting parts of) and Z0 would occupy the same relativeposition as shown in Fig. 3, except that the arm would be on the otherside of the shaft 15, and a movement of either brake lever to apply itsbrake would in the same manner pullv on rod b9 to throw the controllerto neutral position.

lt will be noticed that when the controller is in neutral position andthe rod (39 and arnrTO are alined as shown in Fig. l, that it isimpossible for the bell crank lever (50, (3l to oseillate farther in a.clockwise direetioi'r` no matter how much pressure is put on the brakelever. This necessitates inakineF the abutments (3iand (Si yielding soas to insure that the brake can be fully applied. After the controlleris fully off and the bell vcrank lever (30. (3l has moved as far aspossible, if the brake is then not fully .applied its springr (3o willyield and the brake rod will move further while the abutment will beheld by the forks of the bell crank lever. rlhis arrangement avoids thenecessity of having: to carefully adjust the brakes with referencetotheir connection to the controller, and also takes care of any wear ofthe brake shoes or bands. It also avoids having to adjust the controllermechanism when the brakes are adjusted. lt is also to be noticed that solong as either brake is applied the controller will be held in neutralposition, due to the abutments 'engaging' the forks 62 and (S3.

By reason of the lost motion connection already referred to, it will beevident that when the controller is in neutral position License andneither of the brakes is applied, tha the shoulders 67 and 68 are not inengagement with forks (S2 and 65%. Under these circumstances, thecontroller can be operated in either direction wholly independently ofthe brakes. Likewise the brakes can be operated wholly independently ofthe'controller.

rllhe interconnection between the cut-out or running switch and thebrake lock comprises an arrangement whereby when the switch is moved toopen position. the locking members of the brake lock will be moved intoengagement. They are preferably arranged to be relatively inaccessible,as by arranging; them under the floor of the vehicle, so that the -onlyway they can be aet'uated is by a niovement of the running switch handleto open position. This insures that whenever the brake or brakes arelocked, the running switch is open. in other words, it makes itnecessary for the operator to open the running switch in order to leavethe vehicle stainlingl with the brake or brakes locked. It also makes itimpossible for a person tampering,- with the car to release the brakes,which would result in the starting of the car were it standing; on adown grade. The connection between. the running switch and brake-lo -kis preferably a yielding one. That is, it is arranged so that while a.movement of the switch from closed to open po sition will cause thelooking members to move into engagement, the switch may be moved fromopen toclosed position without releasing` the brake lock. @ne object ofthis is to facilitate starting, particularly when on a grade. Another isthat it permits the pawl to yield sol that the brake may be applied andlocked after the running. switch is opened. Y

In the arrangement shown. is an arm fixed on the shaft 1H with thelocking,` pawl Jill. The outer end of the arm is pivotally connected toone end of a rod T6. the other end of which is yieldingly connected tothe cuteout switch in the manner already referred to. This yieldingconnection comprises a rectangular frame 77, Fig. 2, which surrounds theshaft 23 of the runningswitch. inside the frame is acam 78 which islixed on the shaft 23. The frame is pulled downward into contact withthe cam by a suitable spring- 75). i through a guide member 8O on theframe and terminates in an enlarged head 8l which rests against thelower -side of the frame??? Between the head and the guide member is aspring 82. ln Fig. 2 these parts are shown in the positions they occupywhen the eut-out switch is closed and the brake lock is released. Thespring 79 will be under tension. If now the running switch handle 29 ismoved to open circuit position, i. e.. to vertically downward position,the cam 78 The rod 76 passes i ,la

iai-'ideas will .move from thetop of the :traine '27 and springf 79 willcause the traine to move downward following' the outlinesof the cani.This will force rod 76 downward, oscillating the 44 and moving the pawlinto position to engage the teeth of segi nt'fl. lf the emergency brakehas already been applied the pawl will engage 'the segment and lock thebrake. lf it has not already been applied, asA soon as it is, it will belocked, the pawl slipping over the teeth of the segment. l.lllhen thehandle 29 vis moved to again close the running switch, the cani Z8 willtorce theV frame 77 nliward. The 'teeth of the brakeloclting segment 42are undercut .so that they hold the pawl, particularly when the brakeisset up hard, as is well understood. Upon the upward more nient of theframe 7T, therefore, it moves away from the head of rod 76 and the guidemember 8O slides on the 'rod and puts the spring 82 under greatercompression. This closes the switch but ordinarily leaves the brakestill set. llllhen it is desired to release the brake after the ruimingswitch is uraltev locking ineans is shown as being ap-V plied to theemergency lil-alie, but it will nlieunderstood that it may be applied toeitherv Athe Yemergency or the service brake or to both.

Referring to Fig. l, it will be seenthat the brake lockingA segment 42and the pawl are located under the floor of the car and the rod .75,which cpnnects them to the rnn ningswitchf and the operating partsthereilor are under the seat and within casing 12. This renders these,parts ordinarily inaccessible so that the only way the brake can belocked is 'by turning the handle 29 to open thc running switch. =l`hisinsures that the,

operator will have opened the running switch when he leaves the vehiclewitu the locked in applied position.

ln operation when the vehicle is running, i :nni'iiirT switch will lieclosed the brakes '1 1 n 1 -l wml oc released, and the controller willbe,tree lor ii' ement in either the forward or direction. When it isdesired to stop the vehicle, the controllerjvill irst be nioved toviis-itral position and the. brakev or brakes thenA applied. Should thedriver for any reaY apply either loralte without i'irst :movingr thecent-'roller 'to neutral position, the act will, in itself, niove the.controller to neutral position whether it he in forward or reverseposition and will maintain it the-reso long the' brake isi-applied.lWhen it is desired to leave the vehicle standing the operator alterhaving first stopped it in thensual manner will open the running switchand remove the operating handle to take with hiin. lf the vehicle is onlevel ground for instance, the brake need not necessarily hc locked. Noone could possibly start t-he car by tampering with it as .the runningswitcl'i is open and the handle removed. The driver when desiring toagainstart the vehicle will first malte sure that the controller is inneutral position and 'then return the handle 2S) to the'running switchshaft Z3 and close the switch. Should the controller for any reason beleft in on position, or should some person tampering with the car moveit to an on position, either forward or reverse, when the vehicle isleft standingtwith'the running switch open, the locking means for therunning switch would then bev operative and lock the runningl switchopen. driver in starting the car' fail to note that the controller wasnot in neutral position and attempt to close the running switch, hewould find it locked open. Before he could close it he would lirst haveto unlock it by moving the controller to neutral position.-

Should the r lf it is desired to lock the brake inap.-

plied position upon leaving the car, which would ordinarily he the case,the driver may iirst apply the brake, and, while holdingr it applied,open the running switch, or he may first open the running switch andthen apply the brake. Under these conditions not only is the brakelocked in its applied position but the controller is also locked in itsneutral position owing to its connection. with the brakes. Now when theoperator desires to start the car, he will apply theA running switchhandle and turn it to close the switch. Owing to the yielding connectionbetween the 'brake lock and the running'. switch as alreadyv explained,this will not raise the n pawl 43 from the segment 42, but it will rc-By the interconnecting arrangements above described, it will. beseenthat the same cooperate with each other to renderthe operation ofthevehicle safe inthe hands of an ordinary driver, making it impossible forhim to thoughtlessly 'operate the car in an improper manner, and thatthey also eftectually guard the 'vehicle from accidentl due to childrenor older persons tampering with it.

In accordance with the provisions of the uit patent statutes, I havedescribed the -principle of operation of my invention, together with theapparatus umich I now consioii to represent the best embodiment thereof;but I desire to have it.' understood that the apparatus shown is onlyillustrative, and that the invention can be carried out by other means.

What l claim as new and desire to secure by Letters Patent of the UnitedStates, is:

l. ln an electric vehicle, the combination ot' a controller, a runningswitch, brake, locking means for preventing the running switch frombeing moved from open to closed position, means operated by thecontroller for rendering said locking means ineffective when thecontroller is in neutral position, and means connecting the brake andcontroller for returning the controller to oli" posiion when the brakeis applied.

2. ln an electric vehicle, the combination of a controller, a servicebrake, an emergency brake, and connecting),n means between said brakeseither of said. brakes is applied the controller will be returned toneutral position. In yan electric vehicle1 the combination of acontroller, an operating handle therefor, said handle being movable inone direction from vertical position to move the controller for forwarcoperation and in the opposite direction tomove the controller forreverse operation, a brake, brake means, and connections between thebrake operating means and the controller torreturning it from eitherverse position to neutral brake is applied.

el. In an .electric vehicle, the combination of a controller havingashaft, an operating handle thereon Awhich is movable in oppositedirections from neutral position for forwa rd and reverse operation, abrake. brake operating mechanism, a pivoted lever, a yielding abutmentcarried by the brake.operating` mechanism for moving` said lever. an armon the .controller shaft, and a link pivotally tonnectingig1 said leverand arm, said link being in line with the arm when the controller is inoli' position^ 5. ln an electric vehn e, the combination of a pivotallysupported controllerwhich is tapable of moving m'ward and reverse from aneutral position to control the vehi- Ule,an operating means therefor. abrake. brake operating means. and a means responsive to a brake setting'movement of thc brake operatingmeans for returning the controller fronrits kforward and reverse positions to neutral. v

(i. ln -an electric vehicle, the combination of a pivotally supportedcontrollerwhich is capable of toiwvard and reverse movenumts on oppositesides of a neutral position` an actuator for the controller, a brake, a.moans position when the and controller whereby whenVv operating' aforward or a lre- .and the switch' mechas which always moves in onedirection to apply the bralre,yand a connection between the controllerand the bralvl applying means which, as the latter moves to apply thebrake, returns the controller to neutral irrespective ot the directionof movement imparted to it by the actuator.

7. ln an electric vehicle, the combination or' a pivotally supportedcontroller which is capable of forward and reverse movements on oppositesides ot' a neutral position, an actuator for the controller, a brake,meanf which always moves in `one direction to apply the brake, a meansreceiving motion :trom-the brake applying means for restoring thecontroller to neutral from itsppositions on both sides thereof. and .adevice interposed between the restoring` means and the brake applyingmeans which permit the lat-ter to move after it has restored thecontroller to neutral.

8. ln an electric vehicle, the combination of a controller having ashaft, an operating handle thereon which is movable inv oppositedirections from neutral position for fol"- ward and reverse operation, abrake. brake 'operatingl mechanism. a pivoted lever, a yielding abutmentcarried by the brake operating mechanism for moving said lever, and alinlr'connecting the controller mechanism and the lever, the points ofconnection being' in line with the controller shaft when the controlleris in neutral position and to one side of the pivot point of said lever.

9. In an electric vehicle, the combination or' a running' switch, abrake, a lock therefor, and means yieldingly4 connecting the lock andthe switch which moves the lock to operative position to lock the brakewhen the runningr switch is opened and permits the running switch to beclosed without releasing` the lock.

10. In an electric iehicle, ot' a running comprising and the combinationswitch, a brake, a lock therefor a toothed `member and a pawl, meansyieldingly connecting the pawl which nieves the pawl to operativeposition to engage the member when the running switch is opened andpermits the running switch to be closed without releasingthe pawl.

1l. ln an electric vehicle. the combination ot'I a running' switch. abrake,a lock therefor. and means yieldingly connecting` the lock and theswitch, said yielding` means comprising a cam moved by thc switch. amember movable b v the cam, a spring for holdingl the member inengagement with the cam. and a rod connected at one end to the lock andvicldingrly connected at the other d to the member.

1Q. In an electric vehicle, the combination ol a controller. a runningPs\\'itch.a' brake, a brake lock, means connecting the runnin; r switchand the brake lock whereby the lock will be moved to operativepositionwhen the' running switch is opened, and means connecting thecontroller and brake .Whereb'y when the brake is locked in appliedposition the controller will be held in neutral po'sif tion.

13. In an yelectric vehicle, the-combination of a controller, a runningswitch, locking means for ioclring therunning switch in open positioncomprising a locking element movable with the rllnning switch, a secondlocking element bia's'ed lto -a positionin theI path of movement of thefirst locking element, said second locking velement beingadapted toyield to permit the first to pass .it when the running switch is movedto open position but to hold it from movement in the reverse directlon,and means for movingthe said second locking element out of the path ofthefirst when the controller is moved to neutral position.

14. In an electric vehicle, the combination of a controller, a runningswitch, a brake, a brake lock, means connecting the controller]- andbrake for throwing the controller to neutral position when the brake isapplied, l means connecting the running switch and the brake lock formoving the lock to operative position when the running switch is opened,means for locking the runningr switch in open position, and meansoperated by the controller for rendering said last named locking meansineffective when the controller is in neutral position.

l5. In an electric vehicle, the combination of a ctintroller, a runningswitch, a brake, a brake locl' ,means connecting the controller andbrake for throwing the controller to neutral position when the -brake isapplied, means join-ing the running switch to the brake lock for movingthe lockto operative position when the running switch is opened, saidlast named means comprising a yielding connection which permitsI theswitch to be closed without" releasing the brake lock means foiflockingthe running switch in open position, and means operated by thecontroller for rendering said lastfnamed locking means ineffective whenthe contro1- ler is in neutral position.

16. In an electric vehicle, the combination of a controller', arunningswitch, a brake, a i brake lock, means connecting the running switch tothe brake lock so that whenythe running switch is moved to openposition.

the lock will be operative to lock the brake, means for 4locking therunning switch in open position, and means controlled by the controllerfor rendering said'switch lockingmeansineifective when the controller isin neutral position. j

17. In an electric vehicle, the combination of a controller, a runningswitch, a brake, a brale lock, means connecting the running switch, tothe brake lock so that when the running. switch is moved to openposition the lock will be operative to lock-the brake, said meanscomprising a yielding connection vwhich permits the switch to be closedwithout releasing the brake lock, means for locking the runningswitch inopen position, and

means operated by the controller for renderl ing said switch, lockingmeans ineffective when the controller is in neutral position.

18. ln an electric vehicle, the combination of a running switchcomprising a shaft and a contact drum, a brake, a brakelock, a rodlconnected at one end to the brake lock, land means for connecting theother end ofthe rod to the running switch shaft,`said means comprising aframe surrounding the shaft,

a cam fixed to the shaft within the frame,

means for biasing the frame into engagement vviththe cam, and meansyieldingly.4

connecting the end` of the rod to the frame.

19. In an electric vehicle, the combination of' a. controller, a brake,a brake-rod, a yielding abutmento'n the brake'rod, .a lever hav- ,ingone army 1n engagement with said abutment, an arm connected with thecontroller, and a rod connectingr the other arm of the lever to the'armon the controller, the armA `on the controller and the arm of the leverto which the rod .is connected being so arranged that when thecontroller is in neutral position the former is vertical and the latteris at an angle to the vertical whereby almove ment of the controller ineither direction will oscillate the lever in the same direction.

In witness whereof, I have hereunto -set my hand this twenty ber, 1914.

FRANK E. QUEENEY. i Witnesses:

W. C. ARMSTRONG, JAS. A. ALLEN.

fourth dayl of Novem-v

